Car-loading apparatus.



& 0 w M N u I. d e I n e a P B E K C E D W 6 A 5 4 5 6 m N GAB LOADING APPARATUS.

(Application filed Apr. 91, l899.)

s Sheets-Sheet (No Model.)

Patented July 3|, 1900.

a. w. DECKER. CAR LOADING APPARATUS.

(Appliation filed Apr. 21, 1899.)

6 Sheats-Sheet 2 (No Model.)

mrmfs was an. wo'rm..1kn., msumeron n a No. 654,954. Patented July 3|, I900. a. w. DECKER.

CAR LOADING APPARATUS.

(Application filed Apr. 21, 1899,.)

- 6 Shasta-Sheet 3,

No. 654,954. Patented luly 3|, I900. G. W. DECKER.

GAR LOADING APPARATUS.

(Appliction filed Apr. 21, 1699.)

G Sheets Sheet 4 (No Model.)

JMa 4. J60

No. 654 954. Patented luly 3|, I900. G. W. DECKER.

CAR LOADING APPARATUS.

(Application filed Apr. 21, 1899.) (N0 d m 6 Sheets-Sheet 5.

x X ,1: 3*. Ta g 1 7 J 5% w y W T M Yz E No. 654,954. Patented July 3|, I900. l

a. w. nEcKEn; GAR LOADING APPARATUS.

J (Abplication filed Apr. 21, 1899.) (No Model.) s Sheets-Shut s.

I! MNIHIWIIWIWIIII Mmwn" IPET 00w m "Mrs STA-TES PATENT OFFICE.

GEORGE WESLEY DECKER, or NEWPORT, ARKANSAS.

CAR-LOADING APPARATUS.

m ai; forming art of Letters Patent No. 654,954., dated July 31, 1900.

' 'lxppiianon filed April 21, 1899. swarm. 713,835. on model.)

To aZZ zuHoptjtjg taj concern.-

Be it known thatI, GEORGE WESLEY DECK- ER, a citizen of th'e I InitedStates, residing at Newport, injthe county of Jackson and State of Arkansas, have invented certain new and useful Improvements in Car-Loading Apparatus, of which thefollowing is aspeciflcation.

My invention relates to improvements in the car-loading apparatus for which Letters Patent No. 621,0:L3 were granted to me on March 14., 1899; and the'main objects of my improvements are, first, to strengthen the frame of the original apparatus; second, to provide improved means for bracing and anchoring the apparatus when in use; third,to adapt its front incline to make a more perfeet connection with the rails of a track upon which the apparatus is standing, especially at curves; fourth, to provide improved means for elevating and lowering the front and rear inclines; fifth, to provide improved means for handling logs; sixth, to enable the appa ratus to handle a train of cars, and, seventh, to make it self-propelling. I attain these objects and other secondary objects by mechanism whose preferred formis illustrated in the accompanying drawings, in which Figure l is afplan view of an apparatus embodying my improvementswith the roof removed and parts broken away. Fig. 2 is in part a side elevation of the apparatuswith the roof-supports neziztthe observer omitted and in part a vertical longitudinal section of the roof.

Fig. 8 is a front elevation of the apparatus with the front incline,hereinafter described,

removed. 'Fig. 4 is a detailed side elevation of the portion of the rear incline shown broken away in Fig, 2.' Fig. 5 is a detailed plan view, on an enlarged scale, of said front incline. Fig. 6 is a vertical cross-section online 6 6, Fig.5.. Fig. 7 is a View in perspective of a detail. Fig. 8 is an isometric projection, on an enlarged scale, of another detail. Fig. 9 is adetailed View of across-section on line 9 9, Fig. 2. Fig. 10 is a similar view on line 10 10, Fig: 2. Fig-11 is a detailed View of a vertical cross-section on line 11 11, Figs. 1 and 2. Fig. 12 is an enlarged detailed view of brake mechanism. Fig. 13 is a detailed View of a section on line 13 13, Fig. '8. Fig.

1i is an inverted plan View of the body of my apparatus. Fig. 15 is a detailed sectional enlarged sectional View on line 17 17, Fig. 16.

out the several views.

A A, Figs. 2, 3, 5, 6, and 7, represent the railsof an ordinary stationary railway-track, upon which myapparatus is designed to run and on which it is adapted to stand while being used for loading cars.

B B, Figs. 2 and 3, are four-wheeled cartrucksof. a common type, upon which the body of my apparatus is shown supported. The form of the trucks is immaterial, and it is not materialhowmany wheels are used so long as the apparatus is properly supported by them and theyare adapted to carry it. The wheels 0 of the trucks shown are designed to run upon the rails of the stationary track. They are of ordinary form, but may advantageously be made of smaller diameter than ordinary freight-car wheels, so as to enable the horizontal portion of the portabletrack, hereinafter described, to be carried lower than would otherwise be practicable.

D and D, Figs. 3, 8, and 14, are body-boL sters which rest upon the trucks -B. The form of body-bolster shown isnot essential, but has been devised for use in my apparatus and is verydes'irable by reason of its great strength. Its construction is shown clearly in Fig. 8 of the drawings, in which dand d represent channel-beams arranged edgewise, with their flanges d turned inward. The top of the bolster is preferably formed of a plate d (shownrive'ted to the upper flanges of said beams and resting thereon,) and its bottom is preferably formed of a plate 01*, riveted to the under side of the lower flanges of said beams. The bolsters D are connected together in the form of my apparatus illustrated, primarily, by a pair of rails E, extending from one to the other and restingupon their respective plates d to which they are preferably attached. u p V From each end of the bolsterD an upright or post F preferably extends upward, which is preferably formed of a piece of channeliron or other metal of suitable size arranged with its flanges extending outward, and is preferablyv attached to the adjacent end of Similar letters refer to similar parts throughthe bolster by means ofa pair of gusset-:. plates G, which are preferably riveted to,

the bolsteron opposite sides thereof and to'. the flanges-f of the beam F substantially as shown in Fig. 8. These gusset-plates-preferably extend outward beyond the uprights F and are preferably. bent, as shown, so as to.

form guides II, Figs. 1, 2, 3, and 8, for there ception of spuds, which will be hereinafter described. The adjacent gusset-plates G may be formed integral, if desired, of one piece, so'bent as toformthe guide H and thebracing portionsshown;- I

The bolster D supportsa pair of uprights- F, preferably only difiering from the uprights F in being shorter than the latter uprights.

Theyare preferably secured to the bolster D 3 sills I uprights F depend ,'one on each side by gusset-plates G,'Fig. 13, riveted thereto, and preferably only differing from the gusset-plates G in not extending out beyond the uprights, so asto' form'guides.

At a height above the rails E sufficient to t f rs or such othercars as may be intended to be loaded by the apparatust tached to the uprights]? and F.

pass withoutfobstruction beneath the crossbeams thereby supported side sills I'are at- I v d p The side sills I are preferably securedto the uprights F and F by means of gusset-plates I, riveted toboth-uprightsand said sills. From the-side of the apparatus,,whose upper ends are secured to thejside sills by means of gussetplates 1 su'bstanti'ally as the uprights F and F are secured to said sills. The lower ends of the uprights F are connected by a bolster. D Figs. 1 and 14, preferably substantially" like the bolsters D'and D, which, preferably, extends beneath the rails E about midway between the bolstersD and D and assists in supporting said rails.

The lower ends of the uprights F areprevented from swinging longitudinally and are assisted in supporting the 'b'olsterD by the angle-bars J, whose upper ends'iare attached to the side sills I and whose lower ends are attached to the bolsterD formed of two pairs of rails M" and M the 'cline M is shown'in' Figs. 2, 5 and 6.

The side sills I are shown connected by end sillsK and K and a cross-piece K and supportinglongitudinal beams K and crosspieces K K and K, intended to support a portion of the apparatus hereinafter described; but thelforinof this supportingframe is immaterial. The apparatus is shown provided witha roof L, supported upon posts L, rising, from the side sills I, Figs. 1 and 2, butlit forms no part of my improvement.

Atits front end my apparatus is preferably provided with;v an incline M, adapted when lowered to connect'the front ends of the rails E with rails A of a stationary track upon whichtheapparatusisstanding. The incline M is preferably hinged to the apparatus, so

as to allow its'outer end to be raised and lowe'red, andthe preferred form of the front in- In that form an incli nable section of track is members of each pair being spaced apart in a suitable manner and the abut-ting ends of the two pairs" being connected together by suitable hinge-joints m or equivalents adapted toallow the outer end of the section containing the rails M to sink low enough to form an angle with the rails M of the inner section 'when it is necessary in order to enable the outer ends of the rails M to come in contact I with the, main track'or approach themclose enough for practical purposes. The inner ends of the rails M are preferably connected 'tothe front" ends of the rails E by means of ordinary hinges m, and near their lower ends they are connected by a cross-tie M which rests upon the rails A of the main. track when the incline is lo'wered,-and is'preferably provided on its under sidewith a pair of anchors m ,projectingdownwardand adapted to ex tend down. on the inner-sides of oppositerails A and prevent the tie M from movingerosswise. I I

In order to enable f therincline to: fit the main track, especially atcurves, it is desirableftoconnect the rails M to the cross+tie M ,.so as to allow them some lateral play, andthismay be done by securing each rail MYto a plate 'm by bolts m or otherwise and connecting each platem to the cross-tie M by means of a bolt. m passingthrougha slotm in the plate and a corresponding slot m. in the tie M from which its head willpre vent its'escaping, as. shown most clearly in Fig. 6. The rails M of the outer section of the incline M are shown connected together by means ofa crosstie M When the apparatusis being moved from place to placeon 1 the main track, the inclines are lifted, and-the incline M is preferably providedgwithabridle I attached to the-cross-ties M and M seconstructed that when lifted by means ofa rope inclining inward from above the main strain will come first upon the crosstie. M4 and afterward, as the outer end of the incline is elevated, will'be distributed more evenly be tween the tiesM? and M the object being to prevent the outer end of the incline from swinging downward too' freely when the lifting is begun. complishing. my purpose is a bridle N, Figs 2 and 5, preferably composed of a section of a chain or rope n, whose outer end is attached tothe cross-tieM near the middle thereof and whose inner end connects with a link n, from which ropes or chains n longer than the rope or chain 01, and preferably,- but not necessarily, about three times as long, extend toward opposite extremities of the tie M to a which tie they are preferably connected-sub stantially as'indicated in said- Fig. 5.

The rear of the apparatus isprovidejd with an incline O,.Figs.. 2, 4 and 7, preferably having a pair of rails O, arrangedto for'ma I track, and preferably having their inner ends 3 connected with the rear ends of therails'E by means of hinge-joints 0 of vany suitable The prefe'rred 'device foracform. Their outer endsare preferablyconnected by means of a cross-tie O to which they are shown attached and which preferably rests upon the railsA beneath the incline when the latter is in its lowest position. Its ends 0 0 preferably project beyond the sides of the incline far enough to permit ropes O for elevating the incline O to be attached thereto far enough'out to prevent carspassing over the incline from coming in contact with them." Near the outer end of each rail 0, I preferably attach an anchor 0 adapted to extend down on the inner side of the rail A, upon which the rail 0 rests when in its lowest position; but any other suitable means for securing the same result may be substituted therefor.

The mechanism for doing the work ofloading is preferably carried above the track framed by the rails E upon the superstructure supported by the uprightsF and F.

1?, Figs. 1,2, 3, 9, and 10, represents a derrick whose boom P p is preferably composed of a pair of channel-beams, arranged edgewise with a space between them and with their webs inward and connected together.

by means of top plates 10 and bottom plates 19 and a heel-plate P preferably secured to their respective flanges 19 Fig. 3. The heelplate 1? is preferably formed of a channelpiece arranged with its flanges 19' extending downward substantially as shown in Figs. 3, 4t, and 10. It is intended to catch the heel of a log or beam when the latter after being caught between the inner end and its center of gravity is lifted while parallel with the boom P until its heel striQs the plate P between its flanges. Afterward it may be swung around and laid in the proper position on a car. A suitable position for the log or beam while being swung is shown in Fig. 2.

The lower end of the boom P is pivotally supported at P, Fig. 1, in the usual manner and carries a swinging circle P provided with an an nular flange p erably turned by means of a rope Q, Figs. 1 and 2. One end (1 of this rope preferably extends first over a sheave then back over. 7

a rope W Figs. 1, 2, and 4:, is represented a sheave Q then forward and over a double sheave Q and thence back to a point q, where itxis made fast. the rope Q passes back and around the sheave Q and thence forward again to a point (1 where it is made fast. The sheave Q is pivoted in a fork Q attached to the piston-rod Q of a reciprocating engine Q of common form.

. The swinging motion of the boom P can be stopped at any desired point by applying a brake to the flange p of the swinging circle P The brake S, Figs. 1, 2, and 12,'is the form of brake preferred and preferably con-- sists of a pair of tongs whose jaws s are arranged one above and the other below the flange 12 as shown most clearly in Fig. 12. Between the lever-arms s an eccentric S is arranged, whose shaft 3 turns in bearings s and s, and is provided with a fixed lever 5 The boom is pref-' The other end (1 ofv to which a lever S fulcrumed at s", is pivot ally attached, so that when the outer end .9 of said lever is depressed the eccentric S will be caused to turn a fraction of a revolution and force the arms 8 of said brakeapart, and

then passes back over a sheave T pivotally connected to an arm a, whose inner end is pivo'tally connected at u to the frame U, and then passes back to the arm T", to whose outer endit is attached; but though the arrangement described is considered the best other means of elevating and lowering the boom may be substituted for those shown, as will be obvious.

The logs, beams, and other articleshandled by the apparatus may be raised and lowered by any suitable arrangement of tackle. The one shown is, however, considered the best. In it a rope V, Figs. 1 and 2, whose inner end is attached to the winding-drum V, passes forward beneath a sheave r, then up through the swinging circle and over a sheave V supported by the boom P, and only shown in Fig. 2, then through an opening 2; through said boom, then over the sheave r of a tackle V suspended from the outer end 'of the boom P, thence through the runningblock V and under its sheave '0 thence up to the boom P, to which it is attached at 0.

From the block V a rope o or other suitable means for attaching the article to be lifted to'said block extends downward. Whenthe apparatus is to be moved, the rope is attached to the ring or of the bridle N of the front incline M, and the latters outer end is elevated by causing the drum V to rotate. It is shown in an elevated position in dotted lines in Fig. 2. v

W represents a winding-drum from which as first passing forward over a sheave W shown supported by the front sill K, and thence back under said sheave and through the space E between the rails E and the cross-beams above them, and in Fig. 4 its rear end is shown attached to a loggingcar NW at 10.

By winding this rope upon its drum W any car back of the apparatus, to

which the rope is attached and which is not too large to pass through the space E above the rails E, can be drawn forward up over the rear incline O, thence through the apparatus on the rails E, and forward'onto the incline M in position to be loaded by means of the derrick P. a

0 represents awinding-drum from which the ropes 0 pass to a double sheave Q", from whichthey extend backover sheaves O and thence downto the cross-tie O of the rear ,5 o I p a arranged loose ona shaft-W turning in'bearincline -ly means .of said druni O the inclineyO can 'be lifted when desired. 'It is shown in an-elevated position in dottedllines F andpreferablyformed inlpart bvsaidnp-f rights and-their outwardly-extending flanges f. Each of saidspuds is preferably provided a with a shoe X, with which itis preferably? connectedby means of a bolt X having an t eyew at each end arranged at rightlangles to eachother. Through the upper eyea boltw passes and secures .the bolt X to the spu'dX, and through the opposite eye a: aibolt :0? passes and connects the bolt X to the shoe X; The shoe Xis thus madeinclinable, so as'to enable it to find ajfirm' bearing on unlevel ground, 1

v and to prevent its sinking-farin soft 'groundg I prefer to makeiit larger in horizontal cross seetionthan-the spud X. Thespuds X are; preferably adaptedto be raisedand lowere'd separately, so as ,toenable them to be properly adjusted as circumstances mayrequi're. The means which I prefer to usefoizelevating'i them is illustrated in-thedrawings, inwhich? Xfl-Figs; 1, 2, 3, l1, and l6, represents a rack," and X a -toothed-pinion which preferably: extends through a suitable slot in the upright? F,-:by which the spud issupported. The pin-i ion is preferablysecured to a shaft x turn-l ingin bearings 00 and having attachedv to its: rear I end a worm gearw whichwmeshescini witha .worm as, running loosely upon ashaft X5, except when made fast'thereto by a clutch; Xf which may be of any commonform. The.

I a clutch-O which may be of any lsuitablel shaft-X carriesboth of i said .worms Mandpreferably also the winding-drum O ,hereinbefore mentioned,which preferably runs loosei therein, except whenmade fast by means ofform. v

- The winding-drums T and Ware preferably ings w. The drum Tris preferably made fast;

to said shaft by a clutch w" when desired, and? thedrum Wmay be made fast byaclutchg 10 both of which maybe of common form; The drum V ispreferably loose on'its shaftj V and may be-secured thereto by a suitable clutch'V of oom-monform. V

Y represents a steam-engine of-, common The shaft W preferably also has attached thereto a sprocket-wheel Y from whicha chain y is shown extending to a sprocketwheel Y attached to the shaftX Y The apparatus may be propelledbypower' derivedfrom theengine-Y by suitable mechanism, of which a desirable form is shown; In that form a loose sprocket-wheel Y Fig. 1,'.is.carried by the shaft V which may be inadefast by means of a clutch 1 having a lever g fulcrumed at y. ['From the wheel Y a sprocket-chain y, Figs; 2 and 5, extends to a sprocket-wheel Y attachedto a shaft g7, supported in bearings ya The shaft if also carries sprocket-wheels Y and Y and from the-former a sprocket-chain 1 extends to a wheel 7/ attachedto the shaft 0" of the wheels C. and from the wheel Y a similar chainruns toithe sprocket-wheel Y of theshaft 0?, connecting a pair of the wheels {G of the rear truck. f

. Bymakinglmy apparatus self-propelling it is enabled to drawa trainof empty cars tothe place where they areto be: loaded,and then by-means of the hereinbefore-described;apparatns-,"bymean's of whichitf is enabled to draw cars through," it'can, after its inclines are front to rear until the frontjcar is beneath the derrick P in position to beloaded, and after loading said car the; train can be drawn forward until the second car is in'jpo'sition, 1 and so on until the entire train-is loaded and ready to be taken to the sawmill by a locomotive. VV here a train of empty cars=are vbrought-tol-the apparatus bya locomotive, the

ratus'over the inclineM, the rails E,'andingcli'ne'O until the front caris" in position toibe loaded, andtherefiter either can be "left to the loader or drawn'for'ward' by'the locomotive a car length at a time un tilall are loaded. In'Figs. 2 and 3 aboiler aand water-tank Z' are shown, but formno part, of my-invention. Isclaii'n fl 1. "In a car-loading apparatus, thecombinaway-track, of a section of track running over ,orthrough said car, a second sectionof track for forming an inclination between said first section and the main track, a cross-tie car- :riedby said second s'ectionandjadapted to 1 reston the main track, and means connecting said second section of'tr'ack with said crosstie soasto allow lateralIplay.

- 2. Inia car loading apparatus,the-combination with a'car adapted to run on agmainrailway-track, of a sectionoftrack running over or through said car, a second section of track for formingan incline between said first section andithe main track, a cross-tieprovided with means for preventingit moving laterallyon themain track, and connections between said cross-tie and second section of track, said connections allowing play between the said parts.

' 3. In a car-loadin g apparatus,- the combination with a car adapted to run ona maintrack, of-an incline for connecting said car with the main track, said incline consisting-0f two seea, tions of track hinged together, a cross-tie for lowered, first draw the train throughit'from train 'is 'preferablybacked throughthe appatiodwithacar adapted'to run on a main rail each of said sections, and a bridle connected 654,95&

with said ties for elevating said incline.

4. The combination in a car-loading apparatus of a car carrying a section oflrailwaytrack; and inclines for connectingsaid section of track with a main track, one of said inclines containing two sections of railwaytrack hinged to each other, and said incline being'provided with a support between its ends. I. 5. The combination in a car-loading apparatus of a car carrying a section of railwaytrack and an incline for connecting said-section of track with a main track, said incline containing two sections of track hinged together and the rails of each section being connected together bya cross-piece adapted to rest upon the rails of a main track and support the incline when in its lowest position.

6.. The combination in a car-loading apparatus of a car, a section of a railway-track, carried by the car; and an incline for connecting said section of track with a main track, and containing four sections of rails, two on each side, connected by hinged joints, cross-pieces connecting'each pair of rails near their respective outer ends, and abridle for lifting the outer end of the incline which brings the strain first upon the outer section thereof and subsequently divides it between the outer and inner section.

7. In a loading apparatus, the incline M having the sections M and M connected by hinged joints; the cross-pieces M the bridle N having the parts at and n and the ring n.

8. The combination of a derrick having a flanged swinging circle; a pair of clampingjaws for gripping said flange and acting as a brake; and means for operating said jaws.

9. The combination of a derrick having a flanged swingingcircle; a pair of clampingjaws for gripping said flange and acting as a brake,-a reciprocating engine for swinging the derrick; and means for transmitting motion from the engine to the derrick.

10. The combination of a spud; a rack carried by the spud; a pinion engaging the rack; a shaft; a loose worm-gear on said. shaft; a clutch for said gear; a pinion engaging said worm and means connecting the first and last named pinions substantially as described.

11. In a car-loading apparatus, the combination with a pair of trucks provided with bolsters, of uprights carried by said trucks,

suspended from said side sills between said first-named bolsters, and a track supported by said bolsters. i

12. In a car-loading apparatus, the combination with a pair of trucks provided with bolsters, of uprights carried by said trucks, side sills carried .by said uprights, a bolster suspended from said side sills between. said first-mentioned bolsters, a section of track supported by said bolsters, and a second section of track pivotally mounted on said firstnamed section.

13. In a car-loading apparatus,.the combination with a pair of trucks, of a track supported by said trucks, uprights carried by one of said trucks, guides carried by said uprights, apair of spuds in said guides, and means for raising and lowering said spuds.

14. In a car-loading apparatus, the combination with a car adapted to run on a main railway-track, of a section of track carried by said car, a second section of track pivoted to said first section and provided with a support, and a third section of track pivoted to said second section and adapted to rest on the main track.

15. In a car-loading apparatus, the combinationwith a pair of trucks, of bolsterscarried by said trucks, gusset-plates connecting one of said bolsters to uprights, said gussetplates forming guides, spuds sliding in'said guides, and means for raising and lowering said spuds. 16. In a car-loading apparatus, the combination with a car adapted to run on a railway-track, of a pair of spuds carried by said car and provided with racks, pinions meshing with said racks, worm-gearing for driving said pinions, and a shaft for driving said worm-gearing.

17. In a car-loading apparatus, the combi nation with a car adapted to run on a railway-track, of a pair of spuds carried by said car and provided with racks, pinions meshing with said racks, a worm-wheel for each of said pinions, a shaft provided'with two worms meshing with said worm-wheels, and means for independently throwing said worms into operation.

GEORGE WESLEY DECKER.

In presence of-- GEORGE Goonmon, FRANK SUMNER Hnss. 

